JPH0764226B2 - Vehicle constant-speed traveling device - Google Patents
Vehicle constant-speed traveling deviceInfo
- Publication number
- JPH0764226B2 JPH0764226B2 JP1096874A JP9687489A JPH0764226B2 JP H0764226 B2 JPH0764226 B2 JP H0764226B2 JP 1096874 A JP1096874 A JP 1096874A JP 9687489 A JP9687489 A JP 9687489A JP H0764226 B2 JPH0764226 B2 JP H0764226B2
- Authority
- JP
- Japan
- Prior art keywords
- speed
- negative pressure
- vehicle
- traveling
- transmission
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Lifetime
Links
- 230000005540 biological transmission Effects 0.000 claims description 21
- 238000011156 evaluation Methods 0.000 claims description 3
- 230000003111 delayed effect Effects 0.000 claims description 2
- 230000007423 decrease Effects 0.000 description 9
- 230000006866 deterioration Effects 0.000 description 3
- 238000010586 diagram Methods 0.000 description 3
- 238000000034 method Methods 0.000 description 3
- 230000001133 acceleration Effects 0.000 description 2
- 230000000994 depressogenic effect Effects 0.000 description 2
- 230000000694 effects Effects 0.000 description 2
- 238000005516 engineering process Methods 0.000 description 2
- 230000001174 ascending effect Effects 0.000 description 1
- 238000011084 recovery Methods 0.000 description 1
- 230000000630 rising effect Effects 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K31/00—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator
- B60K31/02—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator including electrically actuated servomechanism including an electric control system or a servomechanism in which the vehicle velocity affecting element is actuated electrically
- B60K31/04—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator including electrically actuated servomechanism including an electric control system or a servomechanism in which the vehicle velocity affecting element is actuated electrically and means for comparing one electrical quantity, e.g. voltage, pulse, waveform, flux, or the like, with another quantity of a like kind, which comparison means is involved in the development of an electrical signal which is fed into the controlling means
- B60K31/042—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator including electrically actuated servomechanism including an electric control system or a servomechanism in which the vehicle velocity affecting element is actuated electrically and means for comparing one electrical quantity, e.g. voltage, pulse, waveform, flux, or the like, with another quantity of a like kind, which comparison means is involved in the development of an electrical signal which is fed into the controlling means where at least one electrical quantity is set by the vehicle operator
- B60K31/045—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator including electrically actuated servomechanism including an electric control system or a servomechanism in which the vehicle velocity affecting element is actuated electrically and means for comparing one electrical quantity, e.g. voltage, pulse, waveform, flux, or the like, with another quantity of a like kind, which comparison means is involved in the development of an electrical signal which is fed into the controlling means where at least one electrical quantity is set by the vehicle operator in a memory, e.g. a capacitor
- B60K31/047—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator including electrically actuated servomechanism including an electric control system or a servomechanism in which the vehicle velocity affecting element is actuated electrically and means for comparing one electrical quantity, e.g. voltage, pulse, waveform, flux, or the like, with another quantity of a like kind, which comparison means is involved in the development of an electrical signal which is fed into the controlling means where at least one electrical quantity is set by the vehicle operator in a memory, e.g. a capacitor the memory being digital
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
- B60W2050/0001—Details of the control system
- B60W2050/0019—Control system elements or transfer functions
- B60W2050/0042—Transfer function lag; delays
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2552/00—Input parameters relating to infrastructure
- B60W2552/15—Road slope, i.e. the inclination of a road segment in the longitudinal direction
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/16—Inhibiting or initiating shift during unfavourable conditions, e.g. preventing forward reverse shift at high vehicle speed, preventing engine over speed
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Control Of Transmission Device (AREA)
- Controls For Constant Speed Travelling (AREA)
Description
【発明の詳細な説明】 〔産業上の利用分野〕 本発明は、車両を所望とする設定車速で定速走行させる
車両用定速走行装置に関し、特に上り坂での車速低下を
防止するようにした装置に関するものである。Description: TECHNICAL FIELD The present invention relates to a vehicle constant speed traveling device for causing a vehicle to travel at a desired set vehicle speed at a constant speed, and particularly to prevent a decrease in vehicle speed on an uphill road. It relates to the device.
従来、この種の装置としては、特公昭62-36889号公報に
示されるものがある。この公報では、上り坂で車速が設
定車速より第１の所定偏差だけ低下した時にオーバード
ライブの解除を行なって変速機を４速から３速に自動的
に切替えて車速を回復させ、また車速の低下が第１の所
定偏差より小さい第２の所定偏差まで復帰した時点から
タイマで決まる設定時間だけ経過した時にオーバードラ
イブの再開を行なうようにしている。Conventionally, an apparatus of this type is disclosed in Japanese Patent Publication No. Sho 62-36889. According to this publication, when the vehicle speed decreases by a first predetermined deviation from the set vehicle speed on an uphill road, the overdrive is released to automatically switch the transmission from the fourth speed to the third speed to recover the vehicle speed. The overdrive is restarted when the set time determined by the timer elapses from the time when the decrease returns to the second predetermined deviation smaller than the first predetermined deviation.
上記公報に示される装置によれば、シフトダウン・シフ
トアップの繰り返しが抑制され、ある程度、乗り心地の
悪化を防止できるようになるが、路面の勾配度合や長さ
が様々であるので、上記設定時間が短い場合には急勾配
の路面が短い時は良いが長く続くと定期的にシフトダウ
ン・シフトアップの繰り返しが生じ、車速の頻繁な変化
が生じるようになり、逆に上記設定時間が長い場合には
急勾配の路面が短いと平坦路に戻っているにも関わら
ず、３速の状態でしばらく走行するようになってしま
う。According to the device disclosed in the above publication, it is possible to prevent repetition of downshifting and upshifting and to prevent deterioration of riding comfort to some extent. However, since the grade and length of the road surface are various, the above setting When the time is short, it is good when the road surface with a steep slope is short, but if the road surface continues for a long time, the shift down and shift up are repeated repeatedly, resulting in frequent changes in the vehicle speed. In this case, if the steep road surface is short, the vehicle will travel in the third speed for a while even though it has returned to a flat road.
即ち、上記公報の装置では路面勾配の様々な変化に対し
ては充分な解決策とはならなかった。That is, the device disclosed in the above publication is not a sufficient solution to various changes in road surface gradient.
従って、本発明の目的は上記問題点に鑑みて、上り坂で
の上記変速操作がその上り坂の路面勾配状態に見合った
ものとなるように構成して、乗り心地の悪化を極力防止
した車両用定速走行装置を提供することにある。Therefore, in view of the above problems, an object of the present invention is to provide a vehicle in which the shift operation on an uphill is adapted to a road slope condition on the uphill to prevent deterioration of riding comfort as much as possible. It is to provide a constant-speed traveling device for use.
上記目的を達成するために本発明による車両用定速走行
装置は、 複数の変速段へ切り変え可能な変速機を備えた車両に適
用され、車両の走行速度を目標速度に制御する車両用定
速走行装置であって、 前記走行速度が前記目標速度から低下したときに前記変
速機の変速段をシフトダウンさせ、このシフトダウンを
所定のタイミングで解除する変速機制御手段と、 前記変速機制御手段による前記変速機のシフトダウンに
より、前記走行速度が前記目標速度に復帰する際に、そ
の復帰度合を評価する評価手段と、 前記評価手段によって評価された復帰度合が緩慢になる
ほど、前記変速機制御手段によるシフトダウン解除のタ
イミングをより長く遅延させる遅延手段とを備える。In order to achieve the above-mentioned object, the vehicle constant speed traveling device according to the present invention is applied to a vehicle equipped with a transmission capable of switching to a plurality of gears, and a vehicle constant speed control for controlling the traveling speed of the vehicle to a target speed. A high-speed traveling device, wherein transmission control means shifts down a shift stage of the transmission when the traveling speed decreases from the target speed, and releases the shift down at a predetermined timing; Means for evaluating the degree of return of the traveling speed when the traveling speed returns to the target speed due to downshifting of the transmission by means, and as the degree of return evaluated by the evaluation means becomes slower, the transmission And a delay unit for delaying the timing of canceling the shift down by the control unit for a longer time.
上記構成により、車両の走行速度は目標速度に一致する
ように制御されるが、上り坂等で走行速度が目標速度か
ら低下すると、変速機の変速段がシフトダウンされる。
このシフトダウンにより走行速度が目標速度に向かって
回復する場合、その走行速度の復帰度合が評価される。
そして、評価された復帰度合が緩慢になるほどシフトダ
ウン解除のタイミングがより長く遅延される。With the above configuration, the traveling speed of the vehicle is controlled so as to match the target speed, but when the traveling speed decreases from the target speed on an uphill or the like, the gear position of the transmission is downshifted.
When the traveling speed recovers toward the target speed by this downshift, the degree of recovery of the traveling speed is evaluated.
Then, the slower the evaluated degree of return, the longer the timing for canceling the shift down is delayed.
以下、本発明の一実施例を図面に基づいて説明する。 An embodiment of the present invention will be described below with reference to the drawings.
第１図は本実施例装置の概略構成を示す構成図であり、
10は各種入力信号に従って所定の演算処理を実行し、そ
の演算結果に応じて各アクチュエータを駆動させる制御
回路であって、電源回路11,入力ポート12,マイクロコン
ピュータ13,出力ポート14,駆動回路16,17,18を含んでい
る。FIG. 1 is a configuration diagram showing a schematic configuration of the device of this embodiment,
Reference numeral 10 denotes a control circuit that executes predetermined arithmetic processing according to various input signals and drives each actuator according to the arithmetic result, and includes a power supply circuit 11, an input port 12, a microcomputer 13, an output port 14, and a drive circuit 16. , 17,18 are included.
上記電源回路11は車載バッテリー20とイグニッションス
イッチ22及びメインスイッチ24を介して接続されてお
り、制御回路10内の入力ポート12,マイクロコンピュー
タ13,出力ポート14に対して、車載バッテリー20からの1
2V程度の電圧を5V程度の定電圧に下げて電力供給してい
る。The power supply circuit 11 is connected to the in-vehicle battery 20 via the ignition switch 22 and the main switch 24, and the input port 12, the microcomputer 13, and the output port 14 in the control circuit 10 are connected to the in-vehicle battery 20 by one.
Electric power is supplied by lowering the voltage of about 2V to a constant voltage of about 5V.
上記入力ポート12は運転者によって操作されるセットス
イッチ26とリジュームスイッチ28とが接続されている。
また、運転者によって踏まれる図示しないブレーキに連
動して閉じられるストップランプスイッチ30に含まれる
キャンセルスイッチ32も接続されている。さらに、自動
変速機の出力軸に配置され、車速に比例したデジタル信
号を発生する車速センサ36、並びに図示しない車載エン
ジンの各気筒に通じる吸気管40に設けられたスロットル
弁42の下流側の負圧が所定値以下になるとオンする負圧
スイッチ44も接続されている。The input port 12 is connected to a set switch 26 and a resume switch 28 which are operated by the driver.
Further, a cancel switch 32 included in a stop lamp switch 30 that is closed in conjunction with a brake (not shown) that is depressed by the driver is also connected. Furthermore, a vehicle speed sensor 36 that is arranged on the output shaft of the automatic transmission and that generates a digital signal proportional to the vehicle speed, and a negative valve on the downstream side of a throttle valve 42 that is provided in an intake pipe 40 that communicates with each cylinder of a vehicle-mounted engine (not shown). A negative pressure switch 44 that is turned on when the pressure becomes a predetermined value or less is also connected.
なお、上記ストップランプスイッチ30にはブレーキが踏
まれた時のみ開く電源カットスイッチ34も含まれてい
る。また、46はストップランプである。The stop lamp switch 30 also includes a power cut switch 34 that opens only when the brake is depressed. Further, 46 is a stop lamp.
上記マイクロコンピュータ13は公知のCPU,RAM,ROM等か
ら構成されており、入力ポート12を介して得た各種の信
号に応じた演算を実行し、その演算結果に応じた指令信
号を出力ポート14に与える。The microcomputer 13 is composed of a known CPU, RAM, ROM, etc., executes an operation according to various signals obtained through the input port 12, and outputs a command signal according to the operation result to the output port 14 Give to.
出力ポート14は上記指令信号に応じて各駆動回路16,17,
18に対して制御信号を出力する。The output port 14 is driven by each drive circuit 16,17,
It outputs a control signal to 18.
駆動回路16は上記スロットル弁42を駆動する公知の負圧
式アクチュエータ50と接続されており、定速走行制御状
態においては負圧式アクチュエータ50の負圧室に負圧と
大気圧とを選択的に導入する図示しない負圧制御弁を駆
動する第１のソレノイド52に上記マイクロコンピュータ
13での演算結果に応じたデューティ比の駆動信号を与え
ると共に、負圧式アクチュエータ50の負圧室を大気圧に
開放する図示しない負圧開放弁を駆動する第２のソレノ
イド54に上記マイクロコンピュータ13での演算結果に応
じた駆動信号を与える。なお、上記第１のソレノイド52
に対して通電が行なわれると負圧制御弁は負圧を導入
し、通電が断たれると負圧制御弁は大気圧を導入するよ
うに、また第２のソレノイド54に対して通電が断たれる
と負圧開放弁は負圧室を大気圧に開放するように負圧式
アクチュエータ50は構成されている。なお、上記スロッ
トル弁42は非定速走行制御状態においては運転者によっ
て操作されるアクセルペダル56により開閉される。The drive circuit 16 is connected to a known negative pressure type actuator 50 that drives the throttle valve 42, and selectively introduces negative pressure and atmospheric pressure into the negative pressure chamber of the negative pressure type actuator 50 in the constant speed traveling control state. The microcomputer is used as the first solenoid 52 for driving a negative pressure control valve (not shown).
The microcomputer 13 is provided to the second solenoid 54 which supplies a drive signal having a duty ratio according to the calculation result of 13 and drives a negative pressure release valve (not shown) which opens the negative pressure chamber of the negative pressure type actuator 50 to atmospheric pressure. A drive signal is given according to the calculation result in. The first solenoid 52
The negative pressure control valve introduces negative pressure when energized, the negative pressure control valve introduces atmospheric pressure when energized, and the second solenoid 54 is deenergized. The negative pressure type actuator 50 is configured so that the negative pressure release valve opens the negative pressure chamber to the atmospheric pressure when leaned. The throttle valve 42 is opened and closed by the accelerator pedal 56 operated by the driver in the non-constant speed traveling control state.
また、駆動回路17はバキュームポンプ60のモータ62に接
続されていて、このバキュームポンプ60はスロットル弁
42下流側の負圧低下を補うように作動する。なお、64は
チェック弁であって、スロットル弁42下流側の負圧とバ
キュームポンプ60で発生される負圧とをいずれかを負圧
式アクチュエータ50へと通じるように機能する。Further, the drive circuit 17 is connected to the motor 62 of the vacuum pump 60, which is a throttle valve.
42 Operates to compensate for the negative pressure drop on the downstream side. Reference numeral 64 is a check valve, which functions to communicate either the negative pressure on the downstream side of the throttle valve 42 or the negative pressure generated by the vacuum pump 60 to the negative pressure type actuator 50.
また、駆動回路18はエンジンの出力軸と図示しないクラ
ッチを介して接続される自動変速機70に備えられたオー
バードライブカットソレノイド72（以下、カットソレノ
イド72と言う）と接続されており、このカットソレノイ
ド72に通電が行なわれると、オーバードライブ（４速）
が禁止されるように自動変速機70は構成されている。Further, the drive circuit 18 is connected to an overdrive cut solenoid 72 (hereinafter referred to as a cut solenoid 72) provided in the automatic transmission 70 connected to the output shaft of the engine via a clutch (not shown), and this cut is performed. When solenoid 72 is energized, overdrive (4th speed)
The automatic transmission 70 is configured so that
上記構成において、車両走行中にメインスイッチ24がオ
ン操作されると制御回路10に定電圧が印加されて、入力
ポート12,出力ポート14、及びマイクロコンピュータ13
のCPUとRAMの初期化がなされた後に、各スイッチ操作に
応じた処理がROM内の制御プログラムに従って実行され
る。In the above configuration, when the main switch 24 is turned on while the vehicle is traveling, a constant voltage is applied to the control circuit 10, and the input port 12, the output port 14, and the microcomputer 13
After the CPU and RAM are initialized, the processing corresponding to each switch operation is executed according to the control program in the ROM.
なお、基本的な定速走行制御は例えば特開昭58-62340号
公報や特開昭58-72763号公報において公知であるので、
ここでは詳細な説明は省く。Incidentally, since the basic constant speed running control is known in, for example, JP-A-58-62340 and JP-A-58-72763,
Detailed description is omitted here.
まず、セットスイッチ26が操作されておらず、定速走行
制御状態にセットされていない場合には、通常のアクセ
ル操作により車両が運転される。このような状態でセッ
トスイッチ26が運転者により閉じられ、そして開かれる
と、その開かれた時点の車速がマイクロコンピュータ13
のRAMに設定車速として記憶されると共に、定速走行制
御状態にセットされ、定速走行が開始される。この際、
負圧式アクチュエータ50の負圧制御弁の第１のソレノイ
ド52に対する駆動信号のデューティＤは次式で決定され
る。First, when the set switch 26 is not operated and is not set to the constant speed traveling control state, the vehicle is driven by a normal accelerator operation. When the set switch 26 is closed and opened by the driver in such a state, the vehicle speed at the time of opening is set to the microcomputer 13.
The RAM is stored as the set vehicle speed, the constant speed traveling control state is set, and the constant speed traveling is started. On this occasion,
The duty D of the drive signal for the first solenoid 52 of the negative pressure control valve of the negative pressure type actuator 50 is determined by the following equation.
Ｄ＝D0＋Ｑ・［Sm−（Sn＋Sf）］ なお、D0：設定車速に対する初期デューティ、 Q :制御ゲイン、 Sm：設定車速、 Sn：実車速、 Sf：予想車速変化分、 である。D = D 0 + Q · [S m − (S n + S f )] D 0 : Initial duty against set vehicle speed, Q: Control gain, S m : Set vehicle speed, S n : Actual vehicle speed, S f : Expected vehicle speed The change is.
また、定速走行制御状態において運転者のブレーキ操作
によりキャンセルスイッチ32が閉じられると、定速走行
制御状態がリセットされる。なおこの時、電源カットス
イッチ34が開かれるので駆動回路16への電力が断たれ、
そのために負圧式アクチュエータ50の第１のソレノイド
52、及び第２のソレノイド54への通電が断たれる。よっ
て、負圧式アクチュエータ50の負圧室には大気圧が導か
れて、スロットル弁42は負圧式アクチュエータ50の制御
下から離れ、全閉状態となる。Further, when the cancel switch 32 is closed by the driver's brake operation in the constant speed traveling control state, the constant speed traveling control state is reset. At this time, since the power cut switch 34 is opened, the power to the drive circuit 16 is cut off,
Therefore, the first solenoid of the negative pressure type actuator 50
The power supply to 52 and the second solenoid 54 is cut off. Therefore, the atmospheric pressure is introduced into the negative pressure chamber of the negative pressure type actuator 50, the throttle valve 42 is separated from the control of the negative pressure type actuator 50, and is in the fully closed state.
また、運転者によりリジュームスイッチ28が一時的に閉
じられると、前回の定速走行制御状態において記憶され
ていた設定車速を目標として定速走行制御が再開され
る。Further, when the driver temporarily closes the resume switch 28, the constant speed traveling control is restarted with the set vehicle speed stored in the previous constant speed traveling control state as the target.
ところで、本実施例の車両用定速走行装置では定速走行
中上り坂にて実車速が設定車速よりも所定値以上に低下
した場合に対応してマイクロコンピュータ13では第２図
に示すような処理が実行される。なお、この処理プログ
ラムはROM内に記憶されていて、所定時間毎に実行され
る。By the way, in the vehicle constant-speed traveling apparatus of the present embodiment, the microcomputer 13 responds to the case where the actual vehicle speed becomes lower than the set vehicle speed by a predetermined value or more on the uphill during constant-speed traveling as shown in FIG. The process is executed. It should be noted that this processing program is stored in the ROM and is executed every predetermined time.
まず、ステップ（以下「Ｓ」と言う）2010では現在定速
走行中かを判断し、定速走行でなければ本処理を終了す
る。定速走行中であればS2020で設定車速Smと実車速Sn
との偏差が第２の偏差分ΔS2よりも大きいかを判断し、
大きい時はS2030に進む。S2030では、設定車速Smと実車
速Snとの偏差が第１の偏差分ΔS1（ΔS1＞ΔS2）よりも
大きいかを判断し、大きい時はS2040に進む。S2040では
カットソレノイド72をオンする指令を駆動回路18に出力
する。よって、オーバードライブ（４速）が禁止され、
変速機70は３速にシフトダウンされる。次にS2050では
カウンタｔがインクリメントされ、S2060ではタイマＴ
にカウンタｔに基づいてkt2をセットし、本処理を終了
する。従って、タイマＴはカウンタｔの値が大きくなる
ほど大きな値となる。なお、S2030で小さい時はS2050に
直接進む。First, in step (hereinafter referred to as “S”) 2010, it is determined whether or not the vehicle is currently traveling at a constant speed, and if it is not traveling at a constant speed, this processing ends. If the vehicle is traveling at a constant speed, the set vehicle speed S m and the actual vehicle speed S n are set in S2020.
Judge whether the deviation from and is larger than the second deviation ΔS 2 .
If so, proceed to S2030. In S2030, it is determined whether the deviation between the set vehicle speed S m and the actual vehicle speed S n is larger than the first deviation ΔS 1 (ΔS 1 > ΔS 2 ), and if so, the process proceeds to S2040. In S2040, a command to turn on the cut solenoid 72 is output to the drive circuit 18. Therefore, overdrive (4th speed) is prohibited,
The transmission 70 is downshifted to the third speed. Next, the counter t is incremented in S2050, and the timer T is incremented in S2060.
Then, kt 2 is set on the basis of the counter t, and this processing ends. Therefore, the larger the value of the counter t, the larger the value of the timer T. If S2030 is small, proceed directly to S2050.
ところで、S2020で小さい時はS2070に進んでS2060でセ
ットされたタイマＴが０であるかを判断し、Ｔ＝０でな
ければS2080でタイマＴをディクリメントして、本処理
を終了する。また、S2070でＴ＝０であればS2090でカッ
トソレノイド72をオフする指令を駆動回路18に出力し、
S2100でカウンタｔをクリアして、本処理を終了する。By the way, when it is smaller in S2020, the routine proceeds to S2070, where it is determined whether the timer T set in S2060 is 0, and if T = 0, the timer T is decremented in S2080, and this processing is ended. If T = 0 in S2070, a command to turn off the cut solenoid 72 is output to the drive circuit 18 in S2090,
The counter t is cleared in S2100, and this processing ends.
上記処理によれば、第３図に示すように、上り坂により
設定車速Smに対して実車速Snが第１の偏差分ΔS1だけ低
下した時点でカットソレノイド72がオンされ、変速機70
の変速段がオーバードライブ（４速）から３速にシフト
ダウンされる。次に、３速にされていて、実車速Snが設
定車速Smに対して第２の偏差分ΔS2だけ低い速度にまで
復帰するまでの時間がカウンタｔにより計測される。次
に第２の偏差分ΔS2だけ低い速度にまで復帰した時点か
らカウンタｔの値に応じて決まるタイマＴ（＝kt2）の
時間経過後にカットソレノイド72がオフされ、変速機70
の変速段が３速からオーバードライブ（４速）にシフト
アップされる。According to the above process, as shown in FIG. 3, the cut solenoid 72 is turned on when the actual vehicle speed S n decreases by the first deviation ΔS 1 with respect to the set vehicle speed S m due to the ascending slope, and the transmission 8 is turned on. 70
The shift speed of is downshifted from overdrive (4th speed) to 3rd speed. Next, the third speed is set, and the time until the actual vehicle speed S n returns to a speed lower than the set vehicle speed S m by the second deviation ΔS 2 is measured by the counter t. Next, the cut solenoid 72 is turned off after the elapse of the timer T (= kt 2 ) determined according to the value of the counter t from the time when the speed is returned to the speed lower by the second deviation ΔS 2 , and the transmission 70
The gear position of is shifted up from 3rd speed to overdrive (4th speed).
従って、長い急勾配路面であれば、第２の偏差分ΔS2だ
け低い速度にまで復帰するまでの時間が長くなり、カウ
ンタｔの値も大きくなるので、タイマＴ（＝kt2）の値
も大きくなり、設定車速に復帰しても比較的長い間オー
バードライブ（４速）の再開が禁止される。そのため
に、長い急勾配の上り坂でのシフトダウン・シフトアッ
プの繰り返し回数は充分に低減される。また、急勾配路
面が短い場合には、第２の偏差分ΔS2だけ低い速度にま
で復帰するまでの時間が短く、カウンタｔの値も短くな
るので、タイマＴ（＝kt2の値も小さくなり、設定車速
に復帰してからオーバードライブ（４速）が再開される
までの期間は短く、必要以上に３速で走り続けてしまう
ことは充分に抑制される。Therefore, on a long steep road surface, the time required to return to a speed lower by the second deviation ΔS 2 becomes longer, and the value of the counter t also increases, so the value of the timer T (= kt 2 ) also increases. Even if the speed increases and the set vehicle speed is restored, restart of overdrive (4th speed) is prohibited for a relatively long time. Therefore, the number of repetitions of downshifting and upshifting on a long steep uphill is sufficiently reduced. Further, when the steep road surface is short, the time required to return to a speed lower by the second deviation ΔS 2 is shorter and the value of the counter t is also shorter, so the value of the timer T (= kt 2 is also smaller. Therefore, the period from the return to the set vehicle speed to the restart of the overdrive (4th speed) is short, and it is sufficiently suppressed that the vehicle continues to run at the 3rd speed more than necessary.
即ち、カウンタｔの値から上り坂の路面勾配状態を把握
してオーバードライブ（４速）が再開されるまでの期間
をコントロールして、従来技術の課題を解決している。That is, the problem of the conventional technology is solved by controlling the period until the overdrive (4th speed) is restarted by grasping the uphill road slope condition from the value of the counter t.
ところで、本実施例では負圧式アクチュエータ50の動力
源としてスロットル弁42下流側の負圧を利用している
が、この負圧が低下すると負圧式アクチュエータ50が充
分にスロットル弁42を開けることができない。そのため
負圧スイッチ44は負圧低下を検出しバキュームポンプ60
を駆動し、負圧不足を補うようになっている。By the way, in this embodiment, the negative pressure on the downstream side of the throttle valve 42 is used as the power source of the negative pressure type actuator 50, but when this negative pressure decreases, the negative pressure type actuator 50 cannot sufficiently open the throttle valve 42. . Therefore, the negative pressure switch 44 detects the negative pressure drop and detects the vacuum pump 60.
To drive the negative pressure shortage.
しかし、バキュームポンプ60の発生負圧には立ち上がり
遅れが生じるため、負圧スイッチ44がオンしてからバキ
ュームポンプ60を駆動していたのでは負圧の落ち込みが
生じて車速の低下を引き起こしてしまうので、本実施例
では上記デューティＤから上記初期デューティD0を差し
引いた値が第１の増分を越えたら負圧スイッチ44のオン
・オフに関係なくバキュームポンプ60を駆動させるよう
に駆動回路17に対してマイクロコンピュータ13が指令す
るようになっている。However, since the negative pressure generated by the vacuum pump 60 has a delay in rising, if the vacuum pump 60 is driven after the negative pressure switch 44 is turned on, the negative pressure will drop and the vehicle speed will decrease. Therefore, in the present embodiment, when the value obtained by subtracting the initial duty D 0 from the duty D exceeds the first increment, the drive circuit 17 is driven so as to drive the vacuum pump 60 regardless of whether the negative pressure switch 44 is turned on or off. On the other hand, the microcomputer 13 gives instructions.
なお、さらに上記デューティＤから上記初期デューティ
D0を差し引いた値が第２の増分（第１の増分＞第２の増
分）にまで低下した場合には、バキュームポンプ60の駆
動を停止させるようにする。またさらに、バキュームポ
ンプ60のオン・オフ回数が所定時間内に所定回数を越え
た場合に上記第２の増分を所定値だけ小さくすれば、バ
キュームポンプ60が頻繁にオン・オフを繰り返すという
ことが防げる。Furthermore, from the above duty D to the above initial duty
When the value obtained by subtracting D 0 decreases to the second increment (first increment> second increment), the vacuum pump 60 is stopped. Furthermore, when the number of times the vacuum pump 60 is turned on and off exceeds a predetermined number within a predetermined time, if the second increment is reduced by a predetermined value, the vacuum pump 60 will frequently turn on and off repeatedly. Can be prevented.
このようにすることで、スロットル弁42下流側の負圧が
低下しきらないうちにバキュームポンプ60の負圧を負圧
式アクチュエータ50に供給できるようになり、負圧式ア
クチュエータ50の動力源としての負圧を安定的に確保で
きるようになる。さらに例えば急勾配と緩勾配が続く上
り坂等によりスロットル弁42の開度が大きい状態と小さ
い状態とが連続するような場合であっても、バキューム
ポンプ60のオン・オフの繰り返し回数を削減でき、バキ
ュームポンプ60の耐久性を向上させることができるよう
になると共に、車速の変動の小さな安定した走行が確保
できるようになる。By doing so, it becomes possible to supply the negative pressure of the vacuum pump 60 to the negative pressure type actuator 50 before the negative pressure on the downstream side of the throttle valve 42 is reduced, and the negative pressure as a power source of the negative pressure type actuator 50 is obtained. The pressure can be secured stably. Further, even when the throttle valve 42 has a large opening and a small opening continuously due to an uphill with steep and gentle slopes, the number of times the vacuum pump 60 is turned on and off can be reduced. As a result, the durability of the vacuum pump 60 can be improved, and stable traveling with small fluctuations in vehicle speed can be secured.
さらに本実施例では負圧式アクチュエータ50の第１のソ
レノイド52により駆動される負圧制御弁または第１のソ
レノイド52に対する通電状態に故障が生じて負圧式アク
チュエータ50の負圧室に負圧が導入され続けられると、
スロットル弁42が大きく開かれ急加速状態に陥ってしま
う恐れがあるので、第４図に示すように上記デューティ
Ｄが第１の所定デューティD1（例えば０％）以下になっ
た場合は、ブレーキ操作時等の定速走行制御解除時に開
かれる負圧開放弁が開かれるように第２のソレノイド54
に対する通電を断ち、また第２の所定デューティD2（例
えば６％）以上に復帰したら負圧開放弁が閉じられるよ
うに第２のソレノイド54に対する通電を再開するように
制御回路10は構成されている。このようにフェールセー
フしておくことで、負圧制御弁が故障しても、上述のよ
うな急加速はある程度小さなものに制限でき、安全性が
充分に確保できる。Further, in this embodiment, a failure occurs in the negative pressure control valve driven by the first solenoid 52 of the negative pressure type actuator 50 or the energized state of the first solenoid 52, and negative pressure is introduced into the negative pressure chamber of the negative pressure type actuator 50. If you continue to be
Since there is a risk that the throttle valve 42 will be greatly opened and fall into a rapid acceleration state, when the duty D becomes equal to or less than the first predetermined duty D1 (for example, 0%) as shown in FIG. 4, the brake operation is performed. The second solenoid 54 is opened so that the negative pressure release valve, which is opened when the constant speed traveling control is released, is opened.
The control circuit 10 is configured so that the current supply to the second solenoid 54 is resumed so that the negative pressure release valve is closed when the current supply to the second solenoid is cut off, and the second duty D2 (for example, 6%) or more is restored. . By fail-safe in this way, even if the negative pressure control valve fails, the above-mentioned sudden acceleration can be limited to a small amount, and sufficient safety can be secured.
以上述べたように、本発明によれば変速機のシフトダウ
ンにより走行速度が目標速度に向かって復帰する際に、
その復帰度合に応じてシフトダウン解除のタイミングを
決定しているので、上り坂での路面勾配の状態に適切に
対応した変速操作を行うことができ、乗り心地の悪化を
抑制できるという格別な効果がある。As described above, according to the present invention, when the traveling speed returns toward the target speed due to the downshift of the transmission,
Since the timing for releasing the downshift is determined according to the degree of return, it is possible to perform a gear shift operation that appropriately corresponds to the state of the road slope on the uphill, and it is a special effect that it can suppress deterioration of riding comfort. There is.
第１図は本発明の一実施例を示す概略構成図、第２図は
第１図のマイクロコンピュータで実行されるプログラム
のフローチャート、第３図は第２図のプログラムに対応
するタイムチャート、第４図は負圧式アクチュエータの
第２のソレノイドで制御される負圧開放弁の作動特性図
である。 10…制御回路,13…マイクロコンピュータ,26…セットス
イッチ,36…車速センサ,40…吸気管,42…スロットル弁,
50…負圧式アクチュエータ,60…バキュームポンプ,70…
自動変速機,72…オーバードライブカットソレノイド。1 is a schematic configuration diagram showing an embodiment of the present invention, FIG. 2 is a flowchart of a program executed by the microcomputer of FIG. 1, FIG. 3 is a time chart corresponding to the program of FIG. FIG. 4 is an operating characteristic diagram of the negative pressure release valve controlled by the second solenoid of the negative pressure actuator. 10 ... Control circuit, 13 ... Microcomputer, 26 ... Set switch, 36 ... Vehicle speed sensor, 40 ... Intake pipe, 42 ... Throttle valve,
50… Negative pressure type actuator, 60… Vacuum pump, 70…
Automatic transmission, 72… Overdrive cut solenoid.
Claims (1)
えた車両に適用され、車両の走行速度を目標速度に制御
する車両用定速走行装置であって、 前記走行速度が前記目標速度から低下したときに前記変
速機の変速段をシフトダウンさせ、このシフトダウンを
所定のタイミングで解除する変速機制御手段と、 前記変速機制御手段による前記変速機のシフトダウンに
より、前記走行速度が前記目標速度に復帰する際に、そ
の復帰度合を評価する評価手段と、 前記評価手段によって評価された復帰度合が緩慢になる
ほど、前記変速機制御手段によるシフトダウン解除のタ
イミングをより長く遅延させる遅延手段とを備えること
を特徴とする車両用定速走行装置。1. A constant speed traveling device for a vehicle, which is applied to a vehicle equipped with a transmission capable of switching to a plurality of shift stages, and which controls a traveling speed of the vehicle to a target speed, wherein the traveling speed is the target. When the vehicle speed is reduced, the gear shift stage of the transmission is downshifted, and the transmission control means for releasing the downshift at a predetermined timing, and the downshift of the transmission by the transmission control means When the vehicle returns to the target speed, an evaluation unit that evaluates the degree of the return, and the slower the degree of the return evaluated by the evaluation unit, the longer the shift down cancellation timing by the transmission control unit is delayed. A constant-speed traveling device for a vehicle, comprising: a delay unit.
Priority Applications (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP1096874A JPH0764226B2 (en) | 1989-04-17 | 1989-04-17 | Vehicle constant-speed traveling device |
| US07/510,239 US5155682A (en) | 1989-04-17 | 1990-04-17 | Apparatus for controlling speed of vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP1096874A JPH0764226B2 (en) | 1989-04-17 | 1989-04-17 | Vehicle constant-speed traveling device |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH02274636A JPH02274636A (en) | 1990-11-08 |
| JPH0764226B2 true JPH0764226B2 (en) | 1995-07-12 |
Family
ID=14176572
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP1096874A Expired - Lifetime JPH0764226B2 (en) | 1989-04-17 | 1989-04-17 | Vehicle constant-speed traveling device |
Country Status (2)
| Country | Link |
|---|---|
| US (1) | US5155682A (en) |
| JP (1) | JPH0764226B2 (en) |
Families Citing this family (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH04339029A (en) * | 1991-05-14 | 1992-11-26 | Mitsubishi Electric Corp | Constant speed traveling device for vehicle |
| EP0519477B1 (en) * | 1991-06-19 | 1996-03-20 | Matsushita Electric Industrial Co., Ltd. | Constant speed maintaining apparatus for vehicle |
| DE4128627C2 (en) * | 1991-08-26 | 1994-06-23 | Mannesmann Ag | Method for changing the speed of a vehicle and vehicle for performing this method |
| GB9202676D0 (en) * | 1992-02-08 | 1992-03-25 | Massey Ferguson Sa | Vehicle road speed control system |
| JP2910581B2 (en) * | 1994-10-27 | 1999-06-23 | 株式会社デンソー | Constant speed cruise control device for vehicles |
| GB9422850D0 (en) * | 1994-11-11 | 1995-01-04 | Eaton Corp | Semi-automatic mechanical transmission with forced automatic shifting |
| JP4094827B2 (en) * | 2001-05-29 | 2008-06-04 | 矢崎総業株式会社 | Drive control device |
| DE102005031764A1 (en) * | 2005-07-07 | 2007-01-18 | Zf Friedrichshafen Ag | A method of controlling a drive train of a vehicle having a prime mover and a transmission |
| US11359571B2 (en) | 2019-12-05 | 2022-06-14 | Wen-Yi Wu | Device and method for inhibiting unintended vehicle acceleration |
Family Cites Families (21)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5862340A (en) * | 1981-10-08 | 1983-04-13 | Nippon Denso Co Ltd | Automatic constant-speed drive device |
| JPS5872763A (en) * | 1981-10-27 | 1983-04-30 | Nippon Denso Co Ltd | Vehicle traveling controller |
| JPS5898636A (en) * | 1981-12-04 | 1983-06-11 | Nippon Denso Co Ltd | Constant-speed running device for use in vehicle |
| JPS58113551A (en) * | 1981-12-28 | 1983-07-06 | Aisin Seiki Co Ltd | Car-speed controller |
| JPS5974350A (en) * | 1982-10-20 | 1984-04-26 | Nippon Denso Co Ltd | Constant-speed traveling apparatus for car |
| JPS6076429A (en) * | 1983-09-29 | 1985-04-30 | Aisin Seiki Co Ltd | Constant speed running device |
| JPS61291225A (en) * | 1985-06-18 | 1986-12-22 | Jidosha Denki Kogyo Co Ltd | Automatic car-speed controller |
| JPS6229425A (en) * | 1985-07-30 | 1987-02-07 | Mazda Motor Corp | Gear shift timing indicating device for car |
| JPS6236889A (en) * | 1985-08-09 | 1987-02-17 | Matsushita Electric Ind Co Ltd | Semiconductor laser |
| JPH0739252B2 (en) * | 1985-10-09 | 1995-05-01 | 日本電装株式会社 | Vehicle speed control device |
| JPH0790719B2 (en) * | 1985-10-09 | 1995-10-04 | 日本電装株式会社 | Vehicle speed control device |
| JPS62168725A (en) * | 1985-12-28 | 1987-07-25 | Toyota Motor Corp | Constant speed running control device for automatic speed change gear type vehicle |
| JPS62168724A (en) * | 1985-12-27 | 1987-07-25 | Toyota Motor Corp | Constant speed running control device for automatic speed change gear type vehicle |
| JPS62168723A (en) * | 1985-12-27 | 1987-07-25 | Toyota Motor Corp | Constant speed running control device for automatic speed change gear type vehicle |
| JPH0790723B2 (en) * | 1986-04-01 | 1995-10-04 | マツダ株式会社 | Car constant speed running control device |
| JPH0714706B2 (en) * | 1986-07-17 | 1995-02-22 | トヨタ自動車株式会社 | Deviation control device for control system |
| DE3726388A1 (en) * | 1986-08-19 | 1988-03-10 | Aisin Seiki | VEHICLE SPEED CONTROL SYSTEM FOR A MOTOR VEHICLE WITH AN AUTOMATIC TRANSMISSION CONTROL SYSTEM |
| JPS6349534A (en) * | 1986-08-19 | 1988-03-02 | Aisin Seiki Co Ltd | Speed control device |
| JPH0825407B2 (en) * | 1986-08-19 | 1996-03-13 | アイシン精機株式会社 | Speed control device |
| JPS63232040A (en) * | 1987-03-20 | 1988-09-28 | Aisin Seiki Co Ltd | Constant speed traveling control device |
| JPH0714703B2 (en) * | 1987-10-27 | 1995-02-22 | マツダ株式会社 | Vehicle constant speed control device |
-
1989
- 1989-04-17 JP JP1096874A patent/JPH0764226B2/en not_active Expired - Lifetime
-
1990
- 1990-04-17 US US07/510,239 patent/US5155682A/en not_active Expired - Lifetime
Also Published As
| Publication number | Publication date |
|---|---|
| US5155682A (en) | 1992-10-13 |
| JPH02274636A (en) | 1990-11-08 |
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